Energy-saving vehicle

ABSTRACT

An energy-saving vehicle, has a housing including an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet, a pair of front wheels, a pair of rear wheels, and a steering wheel. The air-flow channel is disposed between the outer portion and the inner portion of the housing. The first air inlet is disposed in the front of the vehicle The air outlet is disposed at the back of the vehicle, The first air inlet and the air outlet are connected to the air-flow channel. The front wheels and the rear wheels are driven by a power unit. The length of the air-flow channel is no less than that of the upper portion of the housing. As the vehicle travels at a high velocity, air is led in from the air inlet and sprayed from the back of the vehicle, instantly filling a low pressure region at the back of the vehicle and turning the back of the vehicle into a high pressure region, which saves energy. Moreover, since the length of the air-flow channel is larger than that of the upper portion of the housing, lift resistance is eliminated, and the vehicle travels more stably.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of International PatentApplication No. PCT/CN2008/073367 with an international filing date ofAug. 31, 2007, designating the United States, now pending, and furtherclaims priority benefits to Chinese Patent Application No.200810000302.3 filed Jan. 7, 2008, Chinese Patent Application No.200810008130.4 filed Feb. 13, 2008, Chinese Patent Application No.200710186155.9 filed Dec. 27, 2007, Chinese Patent Application No.200810068379.4 filed Jul. 11, 2008, and Chinese Patent Application No.200710186156.3 filed Dec. 27, 2007. The contents of all of theaforementioned applications, including any intervening amendmentsthereto, are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a vehicle, and more particularly to anenergy-saving vehicle.

2. Description of the Related Art

For vehicles, upward resistance occurs during high-speed travelling, andautomakers try to overcome the upward resistance by increasing weight ofthe vehicles. However, increase of weight also results in high energyconsumption. Moreover, automakers use ethanol driven vehicles, hydrogenvehicles, air-powered vehicles and so on to replace conventionalvehicles whereby saving energy. But an un-neglectable problem with themis that energy consumption thereof is still high after varioustransmission devices are used.

SUMMARY OF THE INVENTION

In view of the above-described problem, it is one objective of theinvention to provide vehicle that features a good energy-saving effect.

To achieve the above objectives, in accordance with one embodiment ofthe invention, provided is an energy-saving vehicle, comprising ahousing comprising an outer portion, an inner portion, an air-flowchannel, at least a first air inlet, and at least an air outlet, a pairof front wheels, a pair of rear wheels, and a steering wheel, whereinthe air-flow channel is disposed between the outer portion and the innerportion of the housing, the first air inlet is disposed in the front ofthe vehicle, the air outlet is disposed at the back of the vehicle, thefirst air inlet and the air outlet are connected to the air-flowchannel, the front wheels and the rear wheels are driven by a powerunit, and a length of the air-flow channel is no less than that of anupper portion of the housing.

In a class of this embodiment, a cross section of the air-flow channelis curved.

In a class of this embodiment, the air-flow channel comprises a firstsub-air-flow channel and a second sub-air-flow channel, the firstsub-air-flow channel is connected to the first air inlet, and the secondsub-air-flow channel is connected to the air outlet.

In a class of this embodiment, a parabolic concave-convex surface isdisposed at the bottom of the air-flow channel and operates to increasea length thereof.

In a class of this embodiment, at least a second air inlet is disposedat the bottom of the housing, and connected to the air outlet via theair-flow channel.

In a class of this embodiment, at least a third air inlet is disposed onone side and at the bottom of the housing, and connected to the airoutlet via the air-flow channel.

In a class of this embodiment, an area of the first air inlet isapproximately or completely the same as that of a front portion of thehousing.

In a class of this embodiment, at least a motor is disposed in the airoutlet.

In a class of this embodiment, at least a rotating head with concave orconvex helix is disposed in the air outlet and driven by a motor.

In a class of this embodiment, the air-flow channel is divided into atleast a sub-air-flow channel via a spoiler in the shape of aconcave-convex parabola, and the air outlet is connected to the airinlet via the sub-air-flow channel.

In a class of this embodiment, at least an impeller is disposed in theair-flow channel and driven by the air, and the impeller operates todrive a power generator.

In a class of this embodiment, the power unit comprises a gas-storagedevice and an air motor operating to connect a fuel cell or to compressthe air, and the front wheels or the rear wheels are connected to theair motor via a speed reducer.

In a class of this embodiment, a separating plate is disposed at thebottom of the vehicle, the air-flow channel is formed between theseparating plate and the bottom of the vehicle, and the air-flow channelis connected to the first air inlet and the air outlet.

In a class of this embodiment, the bottom of the air-flow channel iscapable of moving along with the separating plate whereby increasing ordecreasing a distance between the bottom of the air-flow channel and theground.

In a class of this embodiment, an inflating device is disposed on thebottom of the housing, and inflation or deflation of the inflatingdevice increases or decreases a distance between the bottom of thevehicle and the ground.

In a class of this embodiment, the air-flow channel is connected to thefirst air inlet and the air outlet after being bent whereby forming amain body of the vehicle.

In a class of this embodiment, at least a decorative window is disposedon the first air inlet and/or the air outlet, a constant-flow controllerwith an adjustable angle is disposed in the decorative window, and thedecorative window is in the shape of a square grid, a diamond, a strip,a circular hole, a stream line and so on.

Advantages of the invention comprise:

Since air of the air resistance wall and the air resistance hole isinduced into the air-flow channel, a pressure region is formed in thefront of the vehicle and in the vicinity of the air inlet on each sidethereof, and the air is sprayed from the back of the vehicle at a speedhigher than the vehicle speed, the air instantly eliminates resistanceof the pressure region, and eliminates the low pressure region at theback of the vehicle and a big pressure region generated by the airresistance hole, and forms a high pressure region, which saves energyand increases the vehicle speed.

Since a length of the air-flow channel is larger than that of an upperportion of the housing, air speed is increased. Since under the samecondition, air speed in the air-flow channel is greater than the vehiclespeed, air pressure at the top of the vehicle stably presses the upperportion of the housing, and thus lift resistance is eliminated, and thevehicle travels more quickly, stably, safely and economically.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is described hereinafter with reference to accompanyingdrawings, in which:

FIG. 1 illustrates resistance applied on a vehicle in operation;

FIG. 2 illustrates resistance applied on an energy-saving vehicle of afirst embodiment of the invention;

FIG. 3 is a front view of an energy-saving vehicle of a secondembodiment of the invention;

FIG. 4 is a top view of an energy-saving vehicle of a second embodimentof the invention;

FIG. 5 is a back view of an energy-saving vehicle of a second embodimentof the invention;

FIG. 6 is a front view of an energy-saving vehicle of a third embodimentof the invention;

FIG. 7 is a top view of an energy-saving vehicle of a third embodimentof the invention;

FIG. 8 is a front view of an energy-saving vehicle of a fourthembodiment of the invention;

FIG. 9 is a front view of an energy-saving vehicle of a fifth embodimentof the invention;

FIG. 10 is a top view of an energy-saving vehicle of a fifth embodimentof the invention;

FIG. 11 is a front view of an energy-saving vehicle of a sixthembodiment of the invention;

FIG. 12 is a front view of an energy-saving vehicle of a seventhembodiment of the invention;

FIG. 13 is a top view of an air cushion of an energy-saving vehicle of aseventh embodiment of the invention;

FIG. 14 is a front view of an energy-saving vehicle of an eighthembodiment of the invention;

FIG. 15 is a front view of an energy-saving vehicle of a ninthembodiment of the invention; and

FIG. 16 is a cross-sectional view of an energy-saving vehicle of a ninthembodiment of the invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

As shown in FIG. 1, as a vehicle travels at a high velocity, it knocksinto an air resistance wall 711, and a reacting force forms an airresistance hole 712 firmly surrounding the vehicle. The faster thevehicle travels, the thicker the air resistance wall 711 and the airresistance hole 712 will be, and the higher the resistance will be. Afirst pressure region 713 is formed between the back of the vehicle andan air resistance hole entrance 714, and brings pressure resistance tothe vehicle. The faster the vehicle travels, the higher the pressureresistance will be, and the larger an area of the first pressure region713 will be. Once the air resistance hole entrance 714 is closed, largeair pressure is generated between inside of the air resistance hole 712and outside thereof, and a second pressure region 715 is formed by theair resistance wall 711, the air resistance hole 712, and the airresistance hole entrance 714, which greatly increase energy consumptionof the vehicle. Therefore, to prevent the air resistance hole entrance714 from being closed is a key point of reducing energy consumption. Inthis embodiment, the second pressure region 715 is significantly largerthan the first pressure region 713.

As shown in FIG. 2, an energy-saving vehicle of a first embodiment ofthe invention comprises a housing comprising an outer portion 2 and aninner portion 3, an air-flow channel 4, a first air inlet 7, an airoutlet 8. The first air inlet 7 is disposed in the front of the vehicle,the air outlet 8 is disposed at the back of the vehicle, and theair-flow channel 4 is disposed between the outer portion 2 and the innerportion 3 of the housing and connected to the air outlet 8. In thisembodiment, the air-flow channel 4 is annular.

A rotating head 9 is disposed in the first air inlet 7 and driven by amotor 901. At least a third air inlet 701 is disposed around the vehicleand connected to the air-flow channel 4. A spoiler 201 in the shape of aconcave-convex parabola is disposed at the bottom of the outer portion2, and at least a second air inlet 702 is disposed on the spoiler 201.In this embodiment, the rotating head 9 is in the shape of a disk.

As the vehicle travels at a high velocity, it knocks into the airresistance wall 711. At this time, the rotating head 9 rotates at a highspeed, disperses resistance of the air resistance wall 711 undercentrifugal force, and enables the resistance to enter the air-flowchannel 4, whereby preventing collision between the air and the innerportion 3 and reducing resistance of the air resistance wall 711.

Since air resistance is proportional to a cross section of a windwardside of the vehicle, the first air inlet 7 having an area approximatelyor complete the same as that of a front portion of said housing inducesair of a collision surface between the air resistance wall 711 and thehousing into the air-flow channel 4, whereby reducing resistance of theair resistance wall 711 and pressure resistance of the second pressureregion 715.

Then, air of the air resistance wall 711 around the first air inlet 7forms the air resistance hole 712 and firmly surrounds the vehicle.Meanwhile, since the spoiler 201 in the shape of a concave-convexparabola is disposed at the bottom of the outer portion 2, a length of apath of the air passing through the spoiler 201 is larger than that ofan upper portion of the housing, air passing through an inner surfaceand an outer surface of the spoiler 201 has an increased speed, andspeed of air in the air-flow channel 4 is greater than that in an normalcondition, and therefore speed of the air in the air-flow channel 4 isgreater than that outside the air-flow channel 4. The second air inlet702 induces air at the bottom of the spoiler 201 into the air-flowchannel 4, which balances speeds of air in and outside the air-flowchannel 4. A length of a path of the air passing through the spoiler 201is no less than that of an upper portion of the housing, wherebyreducing or eliminating lifting force.

The air resistance hole 712 firmly surrounding the vehicle is formed bylateral resistance, namely pressure applied to the vehicle by air aroundthe vehicle. Under the pressure, air closely adjacent to an upperportion of the housing of the vehicle is squeezed into the air-flowchannel 4 via the first air inlet 701.

If resistance of the air resistance wall 711 and the air resistance hole712 is reduced, air of the air resistance hole 712 simultaneouslyreaches the back of the vehicle from all around whereby obtaining goodcontinuity. If the air resistance hole entrance 714 is closed, thevehicle is greatly affected by the second pressure region 715 formed bythe air resistance wall 711, the air resistance hole 712, and the airresistance hole entrance 714 and travels with great difficulty. As toomuch air from the air resistance wall 711 is induced via the first airinlet 7, pressure resistance of the second pressure region 715 isgreatly reduced, and at the same time, large quantity of air with aspeed higher than the vehicle is emitted from the air outlet 8, whichmakes it impossible to close the air resistance hole entrance 714. Ifair in the first pressure region 713 is enough, the first pressureregion 713 and the second pressure region 715 will disappear and thepressure region at the back of the vehicle is turned into air with aforward direction. Since large quantity of air is induced into theair-flow channel 4 via the first air inlet 7, the second air inlet 702and the third air inlet 701, multiple pressure regions are formedtherein or somewhere in the vicinity thereof and uniformly distributedthereon, which causes large quantity of air on the surface of thehousing is induced into the air-flow channel 4 via the first air inlet7, the second air inlet 702 and the third air inlet 701. And thuspressure regions are formed and are positive air pressure regions. Sincedistribution of air is changed, reduction of energy consumption isimplemented.

A flexible sleeve 801 is used to adjust a spraying angle of the airoutlet 8, whereby closing the air resistance hole as the vehicle travelsat different speeds.

As shown in FIGS. 3-5, an energy-saving vehicle of a second embodimentof the invention comprises a housing comprising an outer portion 2 andan inner portion 3, an air-flow channel 4, an airflow hole 5, a firstair inlet 7, and an air outlet 8. The air-flow channel 4 is disposedbetween the outer portion 2 and the inner portion 3 of the housing. Inthis embodiment, the air-flow channel 4 is circular. The airflow hole 5can be regarded as a bottom air-flow channel that has a same width asthe housing. The bottom air-flow channel is divided into threeindependent sub-air-flow channels by two spoilers 403, and thus foursub-air-flow channels are formed. The first air inlet 7, a middleair-flow channel 404 and the air outlet 8 are sequentially connected. Aleft air inlet 7, an air-flow channel 402 and a rear air outlet 801 aresequentially connected. A right air inlet 7, an air-flow channel 401 anda rear air outlet 802 are sequentially connected.

At least a third air inlet 701 is disposed in the vicinity of thehousing and connected to the air-flow channel 4 and a middle air outlet803.

At least a second air inlet 702 is disposed at the bottom of the outerportion 2. Bottom air-flow channels 404, 401 and 402 are divided by thespoilers 403 between the outer portion 2 and the inner portion 3, andthus three independent air layers are formed.

Alternatively, the bottom air-flow channels 404, 401 and 402 may be notcompletely separated by the spoiler 403, and form a huge air layer. Theair outlet 8 is disposed in the middle of the bottom at the back of thevehicle, the air outlet 803 is disposed above the air outlet 8, and theair outlets 801 and 802 are disposed at the back of the air outlet 8.

As the vehicle travels at a high velocity, it knocks into the airresistance wall, and resistance of air resistance wall is induced intothe air-flow channels 404, 402 and 401 via the first air inlet 7 havingan area approximately or completely the same as that of a front portionof the housing, a decorative window 703, and a vehicle headlight 705.Both sides of the decorative window 703 and the vehicle headlight 705are in the shape of a stream line whereby reducing air resistance.

Vertical air resistance on a windshield of the vehicle is not reduced,and a pressure region is formed on a front air inlet. Under inwardpressure, the third air inlet 701 on one side or at the top of thevehicle induces part of air resistance from the air resistance hole into the air-flow channel 4, whereby reducing part of resistance from theair resistance wall and the air resistance hole.

The air-flow channel can employs different shapes, and a cross sectionthereof may be in the shape of an ellipse, a circle, a rectangle, asnake, a loop or a stream line, so that a length of a path of airpassing the bottom of the vehicle is no less than that of an upperportion of the housing. In this embodiment, the air-flow channel has aconcave-convex surface, and a length of a path of air passing theair-flow channel is no less than that of an upper portion of thehousing, and therefore a speed of the air is increased. Moreover, sinceunder the same condition, air speed in the air-flow channel is higherthan that in a normal condition (namely a vehicle speed), the second airinlet 702 is disposed between the bottom of the vehicle and the air-flowchannel, and an opening state is formed. At this time air speed at thebottom of the vehicle is lower than that of an upper portion of thevehicle, air at the bottom of the vehicle is induced into the air-flowchannels 404, 402 and 401 via the second air inlet 702, wherebybalancing air at the bottom of the vehicle with that in the air-flowchannels 404, 402 and 401. The air-flow channel 402 enables a length ofa path of air passing the air-flow channels is no less than that of anupper portion of the housing, and therefore lift resistance is reducedor disappeared, and the vehicle travels more safely, stably andeconomically.

The air inlets spray air of the air resistance wall and the airresistance wall from the air outlets 8, 801, 802 and 803 via theair-flow channels at a speed higher than or equal to the vehicle speed.If there is a large amount of air, the air resistance hole can be usedto close air in the air resistance hole entrance, at this time reverseresistance is turned into forward driving force, surrounds the vehicle,fills the pressure region at the back of the vehicle, eliminate pressureresistance, causes pressure resistance at the back to disappear so thata big pressure cannot be formed, and turns the back of the vehicle intoa high pressure region.

The inner portion 3 of the housing is concave, which forms a big airflowhole 5 having a same width as the housing, increases space in thevehicle and increases air speed in the air-flow channel. The independentair-flow channels 404, 401 and 402 can also be semi-independent air-flowchannels. Decorative windows are disposed on all the air inlets, andvent holes thereof are in the shape of uniformly-distributed bars.

Airflow controllers 704 are disposed in all the air outlets and thedecorative windows 703. An upper surface of an airflow controlling platetherein is parabolic, and a bottom thereof is planar whereby increasingan air speed. The airflow controllers 704 is louver-like and is capableof controlling an angle of spraying and absorbing of air, wherebycontrolling resistance and lift force generated by different airflow inthe air-flow channel 4. In emergency cases such as reducing a speed orbraking, the air outlet closes the airflow controllers 704, largeresistance is generated in the air-flow channel by high-speed air, whichnaturally reduces the vehicle speed, and makes the vehicle travel moresafely with the help of a brake.

The vehicle headlights 705 are disposed on both sides of the outerportion 2 of the housing.

Alternatively, the airflow controller 704 is disposed in the decorativewindow 703. A motor 804 with an adjustable rotating speed is disposed inthe air outlet 803 and operates to spray and absorb air. One end of themotor is connected to the air-flow channel 4. As the vehicle travels ata high velocity, the first air inlet 7 induces air of the air resistancewall into the air-flow channels 401, 404 and 402, and then the air issprayed from the air outlets 8, 802 and 801. At this time the motor 804absorbs air, and increases the air speed via the airflow controller 704in the decorative window 703 and the air-flow channel 4. The airflowcontroller 704 is capable of controlling an angle, and both sidesthereof are parabolic.

Since the motor 804 has strong suction power and is capable of quicklyabsorbing air in the vicinity of the third air inlet 701, wherebyforming a pressure region in the vicinity thereof and on the outerportion 2 of the housing.

The resistance of the air resistance hole can be reduced if a motorhaving low energy consumption is used. And then air having a speedhigher than the vehicle speed is sprayed from the air outlet 803, whichturns the back of the vehicle into a forward driving area. Reactionforce generated thereby helps the vehicle to travel at a high velocity.The structure can be used for producing racing cars or sports cars.

If the motor 804 has a large power, original power of the vehicle can beswitched off. This is because that after lift force is eliminated,weight of the vehicle is greatly reduced, at this time, large drivingforce is not required, and a turbofan engine with small power can beused. The vehicle features low energy consumption with respect toexisting vehicles.

Alternatively, the bottom air-flow channel, the air inlet and the airoutlet are not used. An air-flow channel 4 is formed between the outerportion 2 and the inner portion 3 and surrounds the vehicle. Air inlets701 and 702 are uniformly distributed around the housing. An airflowcontroller 704 is disposed in a decorative window 703 of the air inlet.One end of a motor 804 in each of the air inlet and the air outlet 803is connected to the air-flow channel. As the vehicle travels at a highvelocity, the motor 804 absorbs air in the vicinity of the air inlets,which reduces resistance of the air resistance wall and the airresistance hole to the minimum and saves energy.

As shown in FIGS. 6 and 7, an energy-saving vehicle of a thirdembodiment of the invention comprises a housing comprising an outerportion 2 and an inner portion 3, windshield 5, a door 6, a first airinlet 7, an air-flow channel, a pair of first air outlets 801 and asecond air outlet 803. The first air outlets 801 are disposed on bothsides of the bottom at the back of the vehicle, and the second airoutlet 803 is disposed at the center of the back of the vehicle. Theair-flow channel is formed between the outer portion 2 and the innerportion 3, and comprise a first sub-air-flow channel 4 and a secondsub-air-flow channel 401 connected to each other. The first sub-air-flowchannel 4 is linear, and the second sub-air-flow channel 401 is annular.

A rotating head 705 is disposed at the center of the first air inlet 7and driven by a motor 706. The rotating head 705 is in the shape of acone, a flying plate, a hemisphere, a stream line and so on. Therotating head 705 generates centrifugal force by rotating at a highspeed. Under the centrifugal force, air is induced into the firstsub-air-flow channel 4, whereby avoiding resistance generated byknocking into forward air resistance and applied on the inner portion 3.A contact surface between the rotating head 705 and the air has concaveor convex helix.

Multiple fitting portions are disposed on the vehicle for installing thewindshield 5 and the door 6. The door 6 employs a double-layer hollowstructure, and is connected to the air-flow channel via a third airinlet 701. The windshield 5 and the door 6 are disposed between thefirst air inlet 7 and the second sub-air-flow channel 401. The door 6 isconnected to the second sub-air-flow channel 401 via the first air inlet701. Various beautiful vehicles are formed by the second sub-air-flowchannel 401, the inner portion 3, the outer portion 2 and the door 6.Compared with the existing vehicle, the invention is more simple andpractical, and greatly reduces production cost. The first air inlet 7,the first air outlets 801, and the second air outlet 803 aresequentially connected.

At least a third air inlet 701 is disposed on both sides and at the topand bottom of the first sub-air-flow channel 4 and the secondsub-air-flow channel 401, and a second air inlet 702 is disposed at thebottom thereof, so that the first sub-air-flow channel 4 and the secondsub-air-flow channel 401 are connected to the outside. Multipledecorative windows 703 with different size are disposed on all the airinlets and air outlets according to shapes thereof. The air inlets aredisposed in the decorative window 703, and in the shape ofuniformly-distributed bars, diamonds, square grids, cells, circularholes, stream lines and so on. The air inlet can be fixed, or has anairflow controller 704 for controlling an angle. The decorative windowhas smooth surface and fluent lines for decoration, and operates toprevent foreign bodies from entering without affecting absorbing andspraying air. In this embodiment, the first air inlet 7 and the thirdair inlet 701 have the decorative windows and are fixed, and the airflowcontroller 704 is disposed in the decorative window 703 of the secondair inlet 702.

At least a wind indicator 9 is disposed in the first sub-air-flowchannel 4, a rotating axis 901 is disposed in the wind indicator 9, apair of power generators 903 is disposed on both ends of the rotatingaxis 901, and an impeller 902 is disposed on the rotating axis 901. Thepower generator 903 is capable of recharging no less than one fuel cell904 whereby providing an auxiliary power supply. The fuel cell 904supplies power to a motor 10 and drives a speed reducer 101 to operate.

As the motor 10 rotates at a low speed, torque thereof is large, andthus the motor 10 is difficult to operate. By using the speed reducer101, wheels 106 of the vehicle are capable of rotating freely. The speedreducer 101 drives a differential gear 102 to operate, and equallydistributes torque from the speed reducer 101 to a pair of half shafts104. As the vehicle turns or travels on an uneven road, driving wheelson both sides thereof rotate at different speeds. The half shafts 104are connected and fixed to a nave boss 105 in the wheel 106. Rotation ofthe motor 10 is controlled by a controlling board 11, or functions oftraditional four-speed gearbox are integrated on the controlling board11, or traditional gearboxes can be used to facilitate these functionswithout accelerator pedals.

A stepless control button 111 is disposed on a steering wheel andoperates to adjust a rotation speed of the motor 10. Operation of themotor 10 drives the wheels 106 to rotate (such as forwardly, reversely,slowly and quickly) after transmission. In this invention, there is noaccelerator pedal but a brake pedal, which reduces possibilities oftraffic accidents.

The speed reducer 101, the differential gear 102 and the half shafts 104are normal automobile parts in the art.

As the vehicle travels at a high velocity, since the rotating head 705is driven by the motor 706, rotates at a high speed, and generatescentrifugal force that throws air into the first sub-air-flow channel 4.Most resistance of the air resistance wall is induced into the firstsub-air-flow channel 4 via the first air inlet 7 having an areaapproximately or completely the same as a front portion of the housing.Alternatively, the area of the first air inlet 7 is slightly less thanthat of a front portion of the housing. Vertical air resistance on thewindshield cannot be reduced. Under pressure, air of the air resistancehole surrounding the vehicle is induced into the first sub-air-flowchannel 4 and the second sub-air-flow channel 401 via the third airinlet 701 and the second air inlet 702 whereby reducing resistance ofthe air resistance wall and the air resistance hole. At this time, alength of each of the first sub-air-flow channel 4 and the secondsub-air-flow channel 401 is larger than that of an upper portion of thevehicle, whereby eliminating lift resistance. Since air speed at thebottom of the vehicle is greater than that at the top thereof, and airpressure at the top of the vehicle stably presses an upper portion ofthe housing, which makes the vehicle travel more stably, safely andeconomically.

The air outlet sprays air of the air resistance wall and the airresistance wall from the air inlets in the air-flow channels at a speedhigher than the vehicle speed. If there is a large amount of air,reverse air resistance reaching the back of the vehicle and operating toclose the air resistance hole entrance surrounds the vehicle, fills thepressure region at the back of the vehicle, causes pressure resistanceat the back to disappear, and turns the pressure region into a highpressure region.

A removable head 802 on the air outlet 8 controls two bottom air outlets801 and a middle air outlet 803 to spray air in a desired direction.Since a length of a path of the air passing through the air-flow channelis far larger than that of an upper portion of the housing, thedecorative window 703 operating to control an angle of the airflowcontroller 704 is disposed in the second air inlet 702, and operates tocontrol incoming air of the bottom air-flow channel and solve a problemof large pressure at the top of the vehicle after lift force iseliminated.

As shown in FIG. 8, difference between an energy-saving vehicle of afourth embodiment of the invention and that of the third embodiment is,the second sub-air-flow channel 401 is an annular hole, and a pair ofmotors 804 are disposed in the air outlets 801 at the bottom of bothsides of the vehicle. The motor 804 can operate after the airflowcontroller disposed in the decorative window 703 closes the air outlet803.

As the vehicle travels at a high velocity, since the motor 804 hasstrong suction power and is capable of quickly absorbing air in thevicinity of the air inlets, a pressure region is formed in the vicinitythereof and in the front and on the surface of the housing, whichreduces resistance of the air resistance wall and the air resistancehole. Since a length of a path of the air passing through the firstsub-air-flow channel and the second sub-air-flow channel is far largerthan that of an upper portion of the housing, the lift resistancedisappears, and the vehicle travels more stably, safely andeconomically. Air sprayed from the air outlet has a speed higher thanthe vehicle speed, and instantly fills the pressure region at the backof the vehicle, which causes a low pressure region to disappear and ahigh pressure region not to be formed, and turns the back of the vehicleinto a forward driving area.

The resistance of the air resistance hole can be reduced if a motorhaving low energy consumption is used. And then air having a speedhigher than the vehicle speed is sprayed from the air outlet 803, whichturns the back of the vehicle into a forward driving area. Reactionforce generated thereby helps the vehicle to travel at a high velocity.The structure can be used for producing racing cars or sports cars.

A main body of the vehicle is formed by the outer portion 2 and theinner portion 3 that are curved. If borders of the outer portion 2 andthe inner portion 3 are made of metal materials, they will be more firm.The outer portion 2 and the inner portion 3 are made of engineeringplastics or light-weight materials such as carbon fibers and fiberglass, which reduces light of the vehicle and guarantees strengththereof. The windshield 5 is disposed in the annular hole. A foldableroof 602 can be folded or unfolded via controlling, which forms a novel,simple, light-weight, safe and reliable racing car or a sports car. Thethird air inlet 701, the second air inlet 702 and the air outlet 803each has a decorative window 703 with an airflow controller. Strongsuction power generated by the motor 804 increases air speed in theair-flow channel and the air inlets, and then air is sprayed from theair outlet at a speed higher than the vehicle speed. The air having aspeed far higher than the vehicle speed instantly fills a pressureregion at the back of the vehicle, and large reaction force is generatedand helps the vehicle to travel. If the motor 804 has a large power,original power of the vehicle can be switched off and the motor 804provides power. Alternatively, the motor 804 is not used and the airoutlets 801 and 803 naturally exhaust gas, at this time, the inventionis a good racing car or a sports car with good performance.

As shown in FIGS. 9 and 10, an energy-saving vehicle of a fifthembodiment of the invention is illustrated. A control board 906 isdisposed on an instrument penal of the vehicle 1. A speed controllingbutton 907 is disposed on a steering wheel and operates to control astepless control button to control a speed of the motor. There is only abrake pedal below feet of a driver, which prevents traffic accidentsusually caused by erroneous operation of accelerator pedals and thebrake pedals and guarantees safety of travelling.

The vehicle 1 comprises a housing comprising an outer portion 2 and aninner portion 3, and an air-flow channel 4 is formed between the outerportion 2 and the inner portion 3. A first air inlet 7 having an areaapproximately or completely the same as a front portion of the housingis disposed in the front of the outer portion 2. A decorative window 703is disposed on the first air inlet 7. Multiple vent holes in the shapeof square grids are disposed in the decorative window 703 and operate asornaments for filtering impurities in air.

The first air inlet 7 receives air of an air resistance wall as thevehicle travels. The air is induced into the air-flow channel 4 via thefirst air inlet 7. At this time the air resistance hole tightlysurrounds the housing of the vehicle and generates another resistance.At least a third air inlet 701 and a second air inlet 702 are disposedat the top and on one side of the vehicle and provide outlets for theair resistance hole. Under inward pressure, part of the air is inducedinto the air-flow channel 4, whereby reducing resistance of the airresistance wall and the air resistance hole.

A spoiler 201 is disposed at the bottom of the outer portion 2, andconnected to the air-flow channel 4 via at least one first air inlet702, whereby increasing air speed at the bottom of the vehicle and alength of a path of air passing through the air-flow channel.

A surface of a spoiler 201 is in the shape of concave-convex stream linewhereby increasing a length of air passing through the spoiler 201.Since a speed of the air passing through the spoiler 201 is greater thana plane, speed of the air passing through the bottom of the vehicle isincreased. Moreover, since a length of a path of the air passing throughthe spoiler 201 is greater than that of an upper portion of the housing,lift resistance disappears. Then the air-flow channel transfers airinduced from all air inlets to the air outlet 8 at the back of thehousing 2, and the air is sprayed from the air outlet 801 at a highspeed. A decorative window 703 is disposed in the air outlet 8 andoperates to control an airflow controller. If there is a large amount ofair, the air fills a low pressure region at the back of the vehicle, abig pressure cannot be formed, the back of the vehicle is turned into ahigh pressure region, and resistance as the vehicle travels is reduced.

As for the vehicle of the invention, air pressure at the bottom of thevehicle is slightly less than that at the top thereof, and the airpressure at the top stably presses the upper portion of the housing.Under a same speed and size, the vehicle of the invention is morestable, safe and economical than a vehicle of 2 tons. Since weight ofthe vehicle is not taken into account so as to overcome air resistance,a weight of the vehicle of the invention is greatly reduced.Light-weight and firm materials are used as a body, and an overallweight of the vehicle is 350 Kg, including weight of a gas storagedevice and gas. Namely, the weight of the invention is only ⅕ than thatof a normal car which is 1.3-2 tons, and energy is saved byapproximately 80%. Moreover, since materials for producing the vehicleare saved by 80% in weight, production cost is greatly reduced.

The vehicle of the invention further comprises an air motor operating todrive wheels. Airflow control of the air motor is implemented by amulti-way electromagnetic valve whereby driving the vehicle to travel. Amain gas-storage device 5 is disposed in the front of the vehicle 1, andan auxiliary gas-storage device 501 is disposed at the back thereof, agas inlet 502 is disposed on each of the main gas-storage device 5 andthe auxiliary gas-storage device 501 and makes it possible to inject gastherein. A barometer 503 is disposed on each of the main gas-storagedevice 5 and the auxiliary gas-storage device 501 and makes it possibleto observe a pressure state thereof. A pressure regulating valve 504 isconnected to a gas outlet of each of the main gas-storage device 5 andthe auxiliary gas-storage device 501 and operates to adjust gas pressureof compressed gas therefrom. A flowvalve 505 is connected to thepressure regulating valve 504. A multi-way valve 506 is connected to theflowvalve 505. Each way of the multi-way valve 506 can be independentlyswitched on or off via controlling and connected to the air motor 603via a pipe 507. The multi-way valve 506 connected to the flowvalve 505of the main gas-storage device 5 is a five-way electromagnetic valve,and four ways thereof are connected to the air motors 603 on fourwheels. The multi-way valve 506 connected to the flowvalve 505 of theauxiliary gas-storage device 501 is a three-way electromagnetic valve,and two ways thereof are connected to the air motor 603 on two rearwheels. The pipe 507 induces compressed air in and drives the air motor603. A rotating shaft 602 of the air motor 603 is fixed to a nave boss601 via a speed reducer 604, whereby forcing the driving wheel 6 torotate.

At least a wind indicator 9 is disposed in the air-flow channel 4between the first air inlet 7 and the air outlet 8. As the vehicletravels, air enters the air-flow channel 4 and drives an impeller 902and a rotating shaft 901. A pair of generators 903 (or air pumps) areconnected to both ends of the rotating shaft 901. Electric energyproduced by the generator 903 is stored in at least a fuel cell 904, ordirectly used to drive an air compressor 905 to inflate for the main gasstorage device 5. The full cell 904 supplies power for devices in thevehicle, such as lights, audio devices and control circuit boards 906.

In this embodiment, four-wheel drive is implemented by the air motor603. Alternatively, the front wheels, the rear wheels or only one wheelis driven by the air motor 603, which makes the invention convenient foruse on crowded roads and during parking. Moreover, the motor 10 in FIGS.6 and 7 can be replaced by the air motor 603 whereby driving the frontwheels or the rear wheels, or the full cell can be used to drive the airpump 905 to store gas for the gas storage device whereby driving the airmotor 603. Alternatively, the air motor 603 can be replaced by anelectric motor powered by the fuel cell.

The vehicle of this embodiment makes use of compressed air that is aninexhaustible energy. However, since the gas storage device has a largesize and dynamic energy generated by the compressed air is limited, thefollowing requirements should be met: 1) the body of the vehicle islight and safe; 2) the compressed air should be effectively used. Sincethe invention is capable of eliminating the lift resistance and theoverall weight of the vehicle is approximately 350 Kg, the air motordirectly drives all the wheels and a transmission process is greatlysimplified. Therefore, as long as design is reasonable, the simpler thevehicle is, the more reliable it will be, and the less failure rate itwill have, and energy waste caused by injecting the compressed air in anengine for driving the transmission system is prevented. Moreover, thewind indicator is capable of supplying power to the vehicle as thevehicle travels, and therefore production of a vehicle driven by thecompressed air or the fuel cell is feasible.

As shown in FIG. 11, an energy-saving double-deck vehicle of a sixthembodiment of the invention comprises a housing comprising an outerportion 2 and an inner portion 3, and an air-flow channel 4 is formedbetween the outer portion 2 and the inner portion 3. The air-flowchannel 4 surrounds an upper compartment and a lower compartment. Anupper air-flow channel 401, a middle air-flow channel 402 and a lowerair-flow channel 403 are respectively connected to a first air inlet 7and a pair of air outlets 802 and 801. The air outlets 802 and 801 aredisposed at the back of the vehicle and each has a same width as thehousing. At least a wind indicator 901 is disposed in the air-flowchannel 4 and driven by air whereby forcing an impeller 902 to rotate todrive a generator 903. Power generated by the generator 903 recharges abattery 904 operating as an auxiliary power supply.

As the double-deck vehicle travels at a high velocity, a pair of motors705 are disposed at the bottom and the top of the first air inlet 7, andoperate to drive a rotating head 704 to operate at a high speed wherebygenerating centrifugal force to throw vertical air resistance into theair-flow channel, preventing crash between the air and the inner portion3, and reducing vertical resistance of the air resistance wall. Thefirst air inlet 7 having an area approximately or completely the same asthat of a front portion of the housing induces the air resistance wallin the air-flow channels 4, 401, 402 and 403. Multiple strip-shapeddecorative windows 703 are disposed on at least one of the second airinlet 702 and the third air inlet 701, whereby inducing part of air ofthe air resistance hole firmly surrounding the housing in the air-flowchannels 4, 401, 402 and 403. At this time, under pressure, airresistance holes in the vicinity of the air inlets and firmly surroundthe housing are pushed into the air inlet, and air of vertical andlateral air resistance wall and air resistance hole is induced into theair-flow channel, which causes large amount of air uniformly distributedon and in the vicinity of the air inlet is induced and form a pressureregion at the surface of the housing. The first air-flow channel 403 isconnected to the first air inlet 7, and the annular hole 404 isconnected to the air outlet 8.

As air passes the bottom air-flow channel 403 and the annular 404, alength of the air passing through the bottom air-flow channel 403 andthe annular 404 is larger than that of an upper portion of the housing,and an air speed is higher than that at the top of the vehicle. At thistime lift resistance is eliminated, air pressure at the top of thevehicle stably presses the upper portion of the housing, and thus thevehicle travels more quickly, stably, safely and economically. Theair-flow channel sprays air of the air resistance wall, the airresistance hole and at the bottom of the vehicle from the air outlets802. 801 and 8 at a speed higher than an air speed at the top of thevehicle. A removable head 804 can be used to change an angle of sprayingwhereby forcing air of the air resistance hole to reach the back of thevehicle simultaneously for continuity of air, to close the airresistance hole entrance, and to surround the air sprayed from the airoutlet. The gas instantly fills a pressure region at the back of thevehicle, and causes a low pressure region at the back thereof todisappear and a big pressure not to be formed.

Since air distribution of the double-deck vehicle is changed, liftresistance is eliminated and pressure at the top of the vehicle islarger than that at the bottom thereof. Therefore the vehicle does notneed to overcome lift resistance by increasing a weight thereof, whichdecreases weight of the vehicle, improves holding capacity, and makesthe vehicle travel more stably, safely and economically. The double-deckvehicle can travel in cities, or operates as a long-distance busfeaturing improved transport capacity. The principle of the inventioncan be applied to a double-deck train, in which the air inlet and theair outlet are connected to different carriages via the air-flowchannel, and thus transport capacity thereof is greatly improved andtransport cost is reduced. The principle of the invention can be appliedto a single-deck train, subways, large buses and large juggernauts.

As shown in FIG. 12, an energy-saving vehicle of a seventh embodiment ofthe invention comprises a first air inlet 7, an air outlet 8, and anair-flow channel 4. The first air inlet 7 is disposed in the front ofthe vehicle 1, and the air outlet 8 is disposed at the back of thevehicle and connected to the first air inlet 7 via the air-flow channel4. A decorative window 707 is disposed in the first air inlet 7, andmultiple vent holes in the shape of a diamond are disposed therein,whereby enabling air to freely pass through without hindrance andpreventing foreign bodies from entering. A decorative window 708 isdisposed in the air outlet 8, and an airflow controller is disposedtherein. Opening or closing, and an angle of the air outlet 8 can becontrolled via the airflow controller. In emergency cases such asreducing a speed or braking, the airflow controllers in the decorativewindow 708 is closed, large resistance is generated in the air-flowchannel since large amount of air cannot be discharged from the airoutlet 8, which naturally reduces the vehicle speed, and makes thevehicle travel more safely with the help of a brake.

As the vehicle travels at a high velocity, a first air inlet 7 having anarea approximately or completely the same as a front portion of thehousing induces air of the air resistance wall in the air-flow channel 4and sprays the air from the air outlet 8, and the air instantly fillsthe pressure region at the back of the vehicle, which causes a highpressure region not to be formed, turns the back of the vehicle into aforward driving area, and reduces energy consumption of the vehicle.

An inflating device is disposed at the bottom of the housing. Arectangular air cushion 401 is formed after being inflated by an airpump via a pipe 202, and reduces a distance between a road and a bottom404 of the air cushion, whereby preventing obstacle on the road fromaffecting the vehicle and making the vehicle travel more conveniently.Moreover, air passing the bottom of the vehicle is greatly decreased,which further reduces air resistance and lift resistance. As roadcondition is poor or the air cushion 401 is to be folded, it is deflatedvia a deflating vent 201, and then at least a reset spring 203 disposedat the bottom thereof upwardly folds the air cushion 401 and attachesthe cushion 401 to the outer portion 2 of the housing. A hand air pumpcan be used by the deflating vent 201 to inflate the air cushion 401. Alight-weighted sheet 402 is disposed in the bottom 404 of the aircushion, and the bottom 404 of the air cushion is formed by softmaterials such as leather, soft plastics, cloths, rubbers and so on. Oneside of a sealing frame 403 is connected to the outer portion 2, and theother side thereof is connected to the bottom 404 of the air cushionwhereby forming multiple air cushions 401, 403 and 404. Alternatively,the bottom 404 can be replaced by a concave-convex spoiler.

As shown in FIG. 13, the air cushion 401 can be designed to havedifferent areas and separately disposed at the bottom of the vehicle.

Alternatively, an air cushion 401 having a same area as the bottom ofthe vehicle can be used. An air outlet 405 is disposed at the center ofthe bottom 404 of the air cushion 401 and operates to discharge airgenerated by an engine in the front of the vehicle to the ground. Avertical plane or a horizontal plane of the bottom 404 isconcave-convex, which increases an air speed. Or the air cushion 401 isdisposed at a first half part or a second half part at the bottom of thevehicle.

As shown in FIG. 14, an energy-saving vehicle of an eighth embodiment ofthe invention comprises a first air inlet 7, an air outlet 8, and anair-flow channel 4. The first air inlet 7 is disposed in the front ofthe vehicle, and the air outlet 8 is disposed at the back of the vehicleand connected to the first air inlet 7 via the air-flow channel 4. Adecorative window 802 is disposed in the air outlet 8, and an airflowcontroller is disposed therein. Airflow and an angle of the air outlet 8can be controlled via the airflow controller, whereby controllingairflow in the air-flow channel 4 and resistance and lift resistancegenerated by the airflow. In emergency cases such as reducing a speed orbraking, the decorative window 802 is closed, large resistance isgenerated by high-speed air in the air-flow channel, which naturallyreduces the vehicle speed, and makes the vehicle travel more safely withthe help of a brake. The air-flow channel 4 is connected to an engineroom 302 via a first air inlet 703. An arc-shaped plate 301 can be suedto separate the engine room 302. At least a third air inlet 701 at thetop and on both sides of the vehicle is connected to the engine room301, and a second air inlet 702 is connected to the air-flow channel 4.

As the vehicle travels at a high velocity, since the outer portion 2 isa concave-convex spoiler 201, and a path of air passing through insideand outside of the spoiler 201 is larger than that of an upper portionof the housing, lift resistance is eliminated.

The first air inlet 7 having an area approximately or completely thesame as a front portion of the housing induces air of the air resistancewall in the parabolic concave-convex air-flow channel 4, but verticalresistance on a windshield is not reduced. At least a third air inlet701 at the top of the vehicle and a first air inlet 703 on one sidethereof induce part of the air in the engine room 302 wherebydissipating heat from a water tank and an engine, and then the air isinduced tin the air-flow channel 4 via the first air inlet 703. Air atthe bottom of the vehicle is induced in the air-flow channel 4 via thesecond air inlet 702 whereby balancing air in the outer portion 2 withthat outside the outer portion 2. The air-flow channel 4 induces airfrom all the air inlets in the decorative window 802 of the airflowcontroller and then the air is sprayed from the air outlet 8, wherebyturning the back of the vehicle into a high pressure region and reducesenergy consumption of the vehicle.

As can be seen that as long as the spoiler 201 is added to the bottom ofthe vehicle whereby forming the air-flow channel 4 between the spoiler201 and the bottom thereof, a length of a path of air passing theair-flow channel 4 is greater than that of the upper portion of thehousing and lift resistance disappears. Especially, since air resistanceis proportional to a cross section of a windward side of the vehicle,and the windward side is an air inlet having an area approximately orcompletely the same as the housing, vertical resistance is turned intofriction force on the air-flow channel and resistance of a vertical airresistance wall is greatly reduced. A separating plate can be added tothe bottom of the vehicle whereby forming an air inlet and an air outletconnected to the air-flow channel 4, which improves holding capacity andsafety of the vehicle and reduces resistance and energy consumptionthereof. The spoiler 201 can form the air-flow channel 4 via a plane.

As shown in FIGS. 15 and 16, difference between an energy-saving vehicleof a ninth embodiment of the invention and that of the eighth embodimentis, a concave-convex spoiler 202 is added to the air-flow channel 4whereby forming two air-flow channels 401 and 4. The first air inlet 7is connected to the air-flow channel 4 and the air outlet 8. The firstair inlet 7 is connected to the air-flow channel 401 and the air outlet801. One end of a removable rod 204 is fixed to the inner portion 3 ofthe housing, and the other end thereof is fixed to the spoiler 201. Theremovable rod 204 can be stretched or contracted via control such ashydraulic pressure, air pressure and electromotive action. Multipleremovable rods 204 that are reasonably arranged are capable of forcingthe spoiler 201 to move upwards or downwards. Alternatively, theremovable rod 204 is not used and the spoiler 201 moves upwards ordownwards via mechanical control, which is well-known in the art. Asealing plate 203 is disposed in the vicinity of the air-flow channel 4.The bottom of the sealing plate 203 is connected to the spoiler 201, andthe top thereof is disposed in a removable groove 205 in a frame 207 atthe bottom of the vehicle. A rubber ring 206 is disposed in theremovable groove 205 and operates to seals the air-flow channel 4 as thesealing plate 203 passes the rubber ring 206. The sealing plate 203 canbe moved upwards or downwards within a certain distance wherebyincreasing or reducing a distance between the spoiler 201 and the road.As the spoiler 201 moves downwards, the distance between the spoiler 201and the road is reduced, air is reduced and traveling of the vehicle isnot affected. As a road condition is poor, the spoiler 201 movesupwards, the distance between the spoiler 201 and the road is increasedand the vehicle is capable of traveling normally.

As the vehicle travels at a high velocity, the movable rod 204 moves thespoiler 201 downwards whereby reducing the distance between the spoiler201 and the road, at this time the air entering the bottom of thevehicle is reduced, which increases a speed of the vehicle, reduces airresistance, and eliminates lift resistance.

As the vehicle travels at a high velocity, the first air inlet 7 havingan area approximately or completely the same as a front portion of thehousing induces air of the air resistance wall in the air-flow channels4 and 401, and the third air inlet 701 induces part of air at the topand on one side of the vehicle in the engine room 302. Meanwhile, thefirst air inlet 7 induces part of air in the air-flow channel 4, and thesecond air inlet 702 induces air in the air-flow channel 4. The air-flowchannels 4 and 401 formed by spoilers 201 and 202 cause a length of apath of air passing therethrough to be greater than that of an upperportion of the housing whereby eliminating the lift resistance, and thenspray the air from the air outlets 8 and 801. The air instantly fills apressure region at the back of the vehicle, eliminates pressureresistance, and turns the back of the vehicle into a high pressureregion.

Multiple decorative windows 703 are disposed on all air inlets and theair outlet.

For the energy-saving vehicle of the invention, it comprises a housingcomprising an inner portion and an outer portion, at least an air-flowchannel, at least a first air inlet, and at least an air outlet. Thereis a certain distance between the inner portion and the outer portion ofthe housing. The air-flow channel is formed between the inner portionand the outer portion of the housing. The first air inlet is disposed inthe front of the housing, and the air outlet is disposed at the back ofthe housing. The first air inlet, the air outlet and the air-flowchannel are connected. At least a third air inlet is disposed on eachside of the housing. At least a second air inlet is disposed at thebottom of the housing and connected to the air-flow channel.

The number of the air-flow channels is one or more. If more than oneair-flow channel is used, at least a spoiler is disposed betweenadjacent air-flow channels whereby separating the air-flow channels.Each of the air-flow channels may be completely independent (namelyseparated from each other without connection) or semi-independent(namely separated from each other but connected). Surface of theair-flow channel is a smooth parabola in the shape of a stream line,which increases a length of a path of air passing therethrough and anair speed. At least a wind indicator driven by air is disposed in theair-flow channel and supplies power to a fuel cell.

The existing vehicle consumes enormous energy during traveling since itsfront portion and side portion knocks into the air resistance wall andhas a pressure region at the back thereof. As for the vehicle of theinvention, since air of the air resistance wall and the air resistancehole is induced into the air-flow channel, a pressure region is formedin the front of the vehicle and in the vicinity of the air inlet on eachside thereof, and the air is sprayed from the back of the vehicle at aspeed higher than the vehicle speed, the air instantly eliminatesresistance of the pressure region, and eliminates the pressure region atthe back of the vehicle and a big pressure region generated by the airresistance hole, and forms a high pressure region, which saves power andincreases the vehicle speed.

The outer portion surrounds the inner portion, and the air-flow channelis disposed therebetween and operates to allow air to pass through. Theinner portion is a seal, and air cannot enter therein. The outer portionis a ventilation layer that allows air in the vicinity of the vehicle toenter the air-flow channel and to be sprayed form the air outlet. Theair inlet is disposed in the forefront of the housing knocking to theair resistance wall and has an area approximately or completely the sameas the housing, the air outlet is disposed at the back of the vehicleand connected to the air-flow channel.

A concave hole is disposed below the inner portion of the housing, andconnected to the air inlet and the air outlet. The concave hole is inthe shape of a stream line. The inner portion and the outer portion arein the shape of a stream line, which makes it possible for air toquickly pass through the air-flow channel without hindrance and to besprayed from the air outlet. A removable sleeve is disposed on the airoutlet and operates to adjust a direction, and makes it possible for airto be sprayed from three directions. By adjusting an angle by theremovable sleeve at different vehicle speeds, the air sprayed from theair outlet is capable of preventing closing of the air resistance holeentrance.

An airflow controller is disposed in the decorative window and operatesto adjust an angle, or air inlets in the shape of uniformly-distributedbars, diamonds, square grids, cells, circular holes, stream lines and soon are disposed in the decorative window. At least an air inlet isdisposed at the bottom of the housing, and operates to induce air at thebottom of the vehicle in the air-flow channel, whereby balancing airspeed at the bottom of the vehicle with that in the air-flow channelbefore the air is discharged from the air outlet. Thus, problems such asunsafe traveling and waste of gas caused by lift resistance (since airspeed at the bottom of the vehicle is less than that at the top thereof)are solved. As long as the air speed at the bottom of the vehicle isgreat than or equal to that at the top thereof, the vehicle is capableof traveling more quickly, safely, stably and economically.

A rotating head is disposed between the concave hole and the air inlet,and a contact surface between the rotating head and the air has multipleconcave or convex helixes for dividing the air. The rotating head is inthe shape of a cone, a flying plate, a hemisphere, an impeller, a streamline and so on, and can be driven by a motor. As the vehicle travelingat a high velocity knocks into the air resistance wall, undercentrifugal force, air in front of the vehicle is separated via therotating head and an air-flow channel is instantly formed, whichprevents resistance generated by the air knocking into the housing andmakes it possible to induce air into the air-flow channel.

As for the vehicle of the invention, an accelerator pedal can be removedand only a brake pedal is used. The stepless control button disposed ona steering wheel adjusts a rotation speed of the motor, which makes thevehicle more convenient for use and safely since many traffic accidentsare caused by erroneous operation of accelerator pedal and the brakepedal.

The number of the air-flow channels can be one or more. If more than oneair-flow channel is used, both ends of each air-flow channel areconnected to the air inlet and the air outlet. The air inlet candisposed in the front of the vehicle, or on one side of the vehicle, orat the bottom of the vehicle. The first sub-air-flow channel isconnected to the second sub-air-flow channel, and to the air inlet. Theair outlet is connected to the second sub-air-flow channel. A crosssection of one of the first sub-air-flow channel and the secondsub-air-flow channel is curved and in the shape of an ellipse, a circle,a rectangle, a snake, a loop or a stream line. Thus a main body of thevehicle is formed by the curved outer portion and the curved innerportion. After the windshield, the door, the separating plate and theengine are added, a beautiful vehicle is formed. Each of the air-flowchannels can be in the shape of a stream line. A spoiler is disposed atthe bottom of the vehicle and operates to increase an air speed.

In reforming an existing vehicle, the spoiler can be added to the bottomthereof, or an air-flow channel disposed on a spoiler of the air inletis connected to the air inlet and the air outlet, so as to reduce energyconsumption of the vehicle. The spoiler having a length no less than theupper portion of the vehicle increases and balances an air speed in theair-flow channel and that at the bottom of the vehicle (namely betweenthe spoiler and the ground), and causes an air speed of the innerportion at the back of the vehicle to be approximately equal to that ofthe outer portion, which completely eliminates the lift resistance. Mostor all the lift resistance can be eliminated if the spoiler is disposedat the bottom of the vehicle. To eliminate lift force of the vehicle,the spoiler is disposed at the bottom of the vehicle, or the air inletat the bottom of the vehicle is connected to the air-flow channel, orboth the spoiler and the air inlet are used.

Since the lift resistance is eliminated, the weight of the vehicle isonly ⅕ than that of a normal car, energy is saved by approximately 80%,and production cost is significantly reduced.

The invention reduces a distance between the bottom of the vehicle andthe road, increases an air speed with the help of the spoiler disposedat the bottom thereof, decreases the air resistance, and eliminates thelift resistance.

A length of the air-flow channel at the bottom of the vehicle is greaterthan that of an upper portion of the housing, which causes an air speedat the top of the vehicle to be higher than that at the bottom thereof,and eliminates the lift resistance. Air movement during traveling of thevehicle is completely changed, and air pressure at the top of thevehicle stably presses the upper portion of the housing of the vehicle,which makes the vehicle travel more faster, stably, safely andeconomically, and thus the lift resistance disappears. At this timethere is no need to eliminate the lift resistance by increasing weightof the vehicle, and the vehicle only needs to have some basic functions,which greatly reduces energy consumption and production cost of thevehicle.

The first air inlet having an area approximately or completely the sameas a front portion of the housing induces air of the air resistance wallin the air-flow channel, and the air inlets uniformly distributed aroundthe housing induce air of the air resistance hole in the air-flowchannel and reduce resistance of the air resistance wall and the airresistance hole.

Preventing the air resistance hole from being closed is a key point ofsolving a problem of high energy consumption. Air of the air resistancewall is induced from the front of the vehicle, and air of the airresistance hole is sprayed from the air outlet. At this time, air of theair resistance hole surrounds the air resistance hole entrance, reverseresistance is turned into forward driving force, the air instantly fillsthe pressure region at the back of the vehicle, which causes a big and alow pressure region to disappear, and a high pressure region to beformed at the back of the vehicle. A pressure region is formed at thefront portion of and in the vicinity of the vehicle, and a high pressureregion is formed at the back thereof, which makes the vehicle moreeconomically and reduces energy consumption.

Traditional energy-saving vehicles such as compressed-air-drivenvehicles, solar vehicles and fuel cell vehicles are difficult to becommercialized because 1) they are too heavy; 2) transmission systemsthereof are too complex, and a great part of power is used by thetransmission systems that overcome the lift resistance and airresistance by increasing weight thereof. The vehicle of the inventionfeatures a light weight, simplifies the transmission system to the greatextent, and provides a new way for commercializing the energy-savingvehicle.

To summarize, the invention is very simple, practical and reliable, andprovides a novel method for producing and reforming traditionalcompressed-air-driven vehicles, solar vehicles and fuel cell vehiclesthat features short use time and a difficult recharging process.

As used herein, the term “air resistance wall” means air with certainthickness compressed by a vehicle travelling in a high velocity. Thefaster the vehicle travels, the thicker the air resistance wall will be.

As used herein, the term “air resistance hole” means a virtual holeformed by air on both sides of a vehicle firmly surrounding the vehicle.The faster the vehicle travels, the thicker air resistance hole will be,and the higher pressure the air resistance hole will apply thereto.

While particular embodiments of the invention have been shown anddescribed, it will be obvious to those skilled in the art that changesand modifications may be made without departing from the invention inits broader aspects, and therefore, the aim in the appended claims is tocover all such changes and modifications as fall within the true spiritand scope of the invention.

1. An energy-saving vehicle, comprising a housing comprising an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet; a pair of front wheels; a pair of rear wheels; and a steering wheel; wherein said air-flow channel is disposed between said outer portion and said inner portion of said housing; said first air inlet is disposed in the front of the vehicle; said air outlet is disposed at the back of the vehicle; said first air inlet and said air outlet are connected to said air-flow channel, said front wheels and said rear wheels are driven by a power unit; and a length of said air-flow channel is no less than that of an upper portion of said housing.
 2. The energy-saving vehicle of claim 1, wherein a cross section of said air-flow channel is curved.
 3. The energy-saving vehicle of claim 1, wherein said air-flow channel comprises a first sub-air-flow channel and a second sub-air-flow channel; said first sub-air-flow channel is connected to said first air inlet; and said second sub-air-flow channel is connected to said air outlet.
 4. The energy-saving vehicle of claim 1, wherein a parabolic concave-convex surface is disposed at the bottom of said air-flow channel and operates to increase a length thereof
 5. The energy-saving vehicle of claim 1, wherein at least a second air inlet is disposed at the bottom of said housing, and connected to said air outlet via said air-flow channel.
 6. The energy-saving vehicle of claim 1, wherein at least a third air inlet is disposed on one side and at the bottom of said housing, and connected to said air outlet via said air-flow channel.
 7. The energy-saving vehicle of claim 1, wherein an area of said first air inlet is approximately or completely the same as that of a front portion of said housing.
 8. The energy-saving vehicle of claim 1, wherein at least a motor is disposed in said air outlet.
 9. The energy-saving vehicle of claim 1, wherein at least a rotating head with concave or convex helix is disposed in said air outlet and driven by a motor.
 10. The energy-saving vehicle of claim 1, wherein said air-flow channel is divided into at least a sub-air-flow channel via a spoiler in the shape of a concave-convex parabola; and said air outlet is connected to said air inlet via said sub-air-flow channel.
 11. The energy-saving vehicle of claim 1, wherein at least an impeller is disposed in said air-flow channel and driven by the air; and said impeller operates to drive a power generator.
 12. The energy-saving vehicle of claim 1, wherein said power unit comprises a gas-storage device and an air motor operating to connect a fuel cell or to compress the air; and said front wheels or said rear wheels are connected to said air motor via a speed reducer.
 13. The energy-saving vehicle of claim 1, wherein a separating plate is disposed at the bottom of the vehicle; said air-flow channel is formed between said separating plate and the bottom of the vehicle; and said air-flow channel is connected to said first air inlet and said air outlet.
 14. The energy-saving vehicle of claim 13, wherein the bottom of said air-flow channel is capable of moving along with said separating plate whereby increasing or decreasing a distance between the bottom of said air-flow channel and the ground.
 15. The energy-saving vehicle of claim 13, wherein an inflating device is disposed on the bottom of said housing; and inflation or deflation of said inflating device increases or decreases a distance between the bottom of the vehicle and the ground.
 16. The energy-saving vehicle of claim 1, wherein said air-flow channel is connected to said first air inlet and said air outlet after being bent whereby forming a main body of the vehicle.
 17. The energy-saving vehicle of claim 1, wherein at least a decorative window is disposed on said first air inlet and/or said air outlet; a constant-flow controller with an adjustable angle is disposed in said decorative window; and said decorative window is in the shape of a square grid, a diamond, a strip, a circular hole, a stream line and so on. 